St Austell to A30 Link Road Full Business Case
Social Distributional Impact Report
Cormac / Cornwall Council
Project number: 60571547 - 0127
July 2020 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127 Quality information
Prepared by Checked by Verified by Approved by
Samantha Taylor Stephen Payne Maurice Houkes Thea Wattam Douglas Chapman
Revision History
Revision Revision date Details Authorized Name Position
0 15/01/20 First Draft 15/01/20 Thea Wattam Associate
1 09/04/20 Second Draft 09/04/20 Thea Wattam Associate
2 15/06/20 Final Issue 15/06/20 Nick Woollett Regional Director
3 17/07/20 Final Issue 17/07/20 Nick Woollett Regional Director
Prepared for: Cornwall Council AECOM 2 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Prepared for: CORMAC / Cornwall Council
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Prepared for: Cornwall Council AECOM 3 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127 Table of Contents
1. Introduction ...... 7 1.1 Background ...... 7 1.2 Development since the Outline Business Case (OBC) ...... 9 1.3 Purpose of the Distributional Impacts Report ...... 9 1.4 Methodology ...... 12 1.5 Summary of impacts...... 12 2. User Benefits ...... 15 2.1 Step 1: Screening ...... 15 2.2 Step 2: Assessment ...... 15 Step 2a: Impact area ...... 15 Step 2b: Social groups ...... 16 Step 2c: Amenities ...... 16 2.3 Step 3: Appraisal ...... 16 Step 3a...... 16 Step 3b...... 17 3. Noise ...... 19 3.1 Step 1: Screening ...... 19 3.2 Step 2: Assessment ...... 19 Step 2a: Impact area ...... 19 Step 2b: Social groups ...... 20 Step 2c: Amenities ...... 21 3.3 Step 3: Appraisal ...... 22 Step 3a...... 22 Step 3b...... 25 4. Air Quality ...... 27 4.1 Step 1: Screening ...... 27 4.2 Step 2: Assessment ...... 27 Step 2a: Impact area ...... 27 Step 2b: Social groups ...... 28 Step 2c: Amenities ...... 28 4.3 Step 3: Appraisal ...... 29 Step 3a...... 29 Step 3b...... 33 5. Security ...... 36 5.1 Step 1: Screening ...... 36 5.2 Step 2: Assessment ...... 36 Step 2a: Impact area ...... 36 Step 2b: Social groups ...... 36 Step 2c: Amenities ...... 39 5.3 Step 3: Appraisal ...... 40 Step 3a...... 40 Step 3b...... 40 6. Personal Affordability ...... 42 6.2 Step 1: Screening ...... 42 6.2 Step 2: Assessment ...... 42 Step 2a: Impact area ...... 42 Step 2b: Social groups ...... 42 Step 2c: Amenities ...... 42 6.3 Step 3: Appraisal ...... 42
Prepared for: Cornwall Council AECOM 4 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Step 3a...... 42 Step 3b...... 43 7. Accidents ...... 44 7.1 Step 1: Screening ...... 44 7.2 Step 2: Assessment ...... 44 Step 2a: Impact area ...... 44 Step 2b: Social groups ...... 45 Step 2c: Amenities ...... 45 7.3 Step 3: Appraisal ...... 45 Step 3a...... 45 Step 3b...... 46 Criteria 1 (Changes to layout) ...... 47 Criteria 2 (changes to flows) ...... 47 8. Severance ...... 52 8.1 Step 1: Screening ...... 52 8.2 Step 2: Assessment ...... 52 Step 2a: Impact Area ...... 52 Step 2b: Social groups ...... 52 Step 2c: Amenities ...... 53 8.3 Step 3: Appraisal ...... 55 Step 3a...... 55 Step 3b...... 55 9. Accessibility ...... 57 9.1 Step 1: Screening ...... 57 10. Conclusion and Summary...... 58 Appendix A DfT Comments on OBC Distributional Impact Report, March 2018 ...... 61 Appendix B – Screening Proforma ...... 63 ...... 64
Figures
Figure 1-1: Overview of the St Austell to A30 Link Road Scheme ...... 8 Figure 1-2: Changes to Scheme alignment since OBC ...... 9 Figure 2-1: Model Area ...... 15 Figure 2-2: Distribution of Deprivation in Cornwall Local Super Output Areas ...... 16 Figure 3-1: Noise Impact Area ...... 20 Figure 3-2: Amenities affected by higher noise levels ...... 21 Figure 3-3: Changes in noise levels (residential properties) (2022 and 2037, 16 hour and Lno) ...... 22 Figure 3-4: Changes in noise levels (non-residential properties) (2022 and 2037, 16 hour and Lno) ...... 23 Figure 4-1: Air Quality Study Area ...... 27 Figure 4-2: Average amount of children aged 16 and under living within the area (Census 2011) ...... 28 Figure 4-3: Amenities affected within the air quality study area ...... 29
Figure 4-4: PM2.5 impacts within the study area (2022) ...... 30 Figure 4-5: PM2.5 impacts within the study area (2037) ...... 30 Figure 4-6: NO2 impacts within the study area (2022) ...... 31 Figure 4-7: NO2 impacts within the study area (2037) ...... 31 Figure 5-1: Average amount of people aged 65 and over living within the area (Census 2011) ...... 37 Figure 5-2: Average amount of people living with a long-term illness or disability (Census 2011) ...... 38 Figure 5-3: Average amount of Black Asian and Minority Ethnic (BAME) origin (Census 2011)...... 38 Figure 5-4: Average amount of females (2011 Census) ...... 39 Figure 5-5: Amenities within the security study area ...... 40 Figure 7-1: Accident Study Area ...... 44
Prepared for: Cornwall Council AECOM 5 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Figure 7-2: Amenities in the accident impacts study area...... 45 Figure 7-3: Distribution of accidents in study area ...... 46 Figure 8-1: Households without a car...... 53 Figure 8-2: Amenities within the severance impact area ...... 54
Tables
Table 1-1: Scope of Demographic Analyses (TAG Unit A4.2) ...... 11 Table 1-2: Step 2 summary...... 13 Table 1-3: Matrix of collated distributional impacts...... 14 Table 2-1: Distributional Impact of the User Benefit Sub-objective ...... 17 Table 3-1: Populations of children and older people with the LSOAs ...... 21 Table 3-2: Sensitive receptors – changes in noise levels (2022)...... 24 Table 3-3: Sensitive receptors – changes in noise levels (2037)...... 25 Table 3-4: Distributional Impact of Noise (results apply to both 16h and Lno in 2022 and 2037) ...... 26
Table 4-1: Distribution of PM10 Impacts on Non-residential Sensitive Receptors (2022) ...... 32 Table 4-2: Distribution of NO2 Impacts on Non-residential Sensitive Receptors (2022) ...... 33 Table 4-3: PM2.5 assessment (2022) ...... 34 Table 4-4: PM2.5 assessment (2037) ...... 34 Table 4-5: NO2 assessment (2022) ...... 35 Table 4-6: NO2 assessment (2037) ...... 35 Table 5-1: Distributional Impact of Security Sub-objective ...... 41 Table 6-1: Distributional Impact of Vehicle Operating Cost Sub-objective ...... 43 Table 7-2: Casualty rates per million vehicle kilometres ...... 48 Table 7-3: Vulnerable Users Casualty Rate compared to average for link type (TAG scoring)...... 50 Table 7-4: Accident DI assessment results per vulnerable user group ...... 51 Table 8-1: Distributional Impacts of the Severance Sub-objective ...... 56 Table 10-1: Step 2 summary ...... 59 Table 10-2: Matrix of collated distributional impacts...... 60
Prepared for: Cornwall Council AECOM 6 1. Introduction 1.1 Background
WSP | Parsons Brinckerhoff was commissioned by Cornwall Council (CC) in 2017 to undertake a Distributional Impacts (DIs) assessment as part of the Outline Business Case (OBC) stage appraisal of the A30 to St Austell Link Road scheme (‘the Scheme’). AECOM has since been commissioned to update this report to reflect comments from the Department for Transport (DfT) for submission as part of the Full Business Case for the scheme. The St Austell to A30 Link Road will be an important facilitator of economic activity, growth and development in St Austell and the surrounding area. An overview of the Scheme is shown in Figure 1-1 overleaf, and comprises the following elements of work: · A 6.2 km long, single carriageway road to the west of Roche (marked ‘Phase 3’ on the plan overleaf) designed to 60mph standard, with three additional roundabouts to provide connections into local communities; and · Complementary traffic management measures along the current road network, including (but not limited to):
< A comprehensive network of Non-Motorised-User (NMU) connections, including a new public bridleway along much of the length of the new link road with cycle stands/seating and connections into existing footpaths, public rights of way and the highway network throughout the Scheme;
< A sustainable link along Victoria Road between Roche and Victoria;
< HGV restrictions and speed limits or speed zones of 20mph in Stenalees, Bugle, and Roche; and
< Traffic calming measures in Bugle, Roche and the White River Valley – required through a Planning Condition; and
< Increased height clearance at a rail bridge on the A390 Holmbush Road – required through a Planning Condition. The preferred contractor was appointed in October 2019, with construction expected to begin in Autumn 2020. The Scheme is scheduled to open in Spring 2023 at a total cost of £84.46m.
Prepared for: Cornwall Council AECOM 7 Figure 1-1: Overview of the St Austell to A30 Link Road Scheme
Prepared for: Cornwall Council AECOM 8 1.2 Development since the Outline Business Case (OBC)
Following submission of the OBC in March 2017, Cornwall Council’s Cabinet approved the preferred Roche Option route for the proposed A30 to St Austell Link Road. Since the DfT’s funding announcement in November 2017, the design underwent further development, and a number of public exhibitions and events about the new road were held locally throughout October 2018. A Planning Application for the Scheme (Planning Application Reference PA18/11986) was submitted to Cornwall Council in January 2019, with a decision to grant Planning Permission April 2019 and tenders for construction of the road received in July 2019. An overview of the current proposed Scheme is shown in Figure 1-2. The figure also shows a comparison to the previous scheme alignment considered in the OBC. The basic position of the road has not changed since the OBC. However, there have been some minor alterations to the overall alignment and junctions as a result of design development, survey and investigation work, and ongoing consultation. Figure 1-2: Changes to Scheme alignment since OBC
1.3 Purpose of the Distributional Impacts Report
The purpose of Distributional Impact appraisal is to determine any differences in impacts of a transport intervention across different social groups, with particular reference to the impact upon equality through identifying the effects upon those who are disadvantaged compared to the majority of the population.
Prepared for: Cornwall Council AECOM 9 This report describes the approach undertaken for the full appraisal of DIs for the proposed A30 to St Austell to A30 Link Road. This DI appraisal has been undertaken in accordance with TAG Units A4.1 and A4.2. The DI appraisal identifies the impacts across specific social groups within the wider population, enabling due consideration of the issues and (if appropriate) mitigation. This report sets out the appraisal process that has been undertaken for each of the following impact areas, as set out in TAG: · User benefits · Noise · Air Quality · Affordability · Accidents · Security · Severance · Accessibility Some impacts are specific to certain social groups. Table 2 from TAG Unit A4.2 shows which impact should be assessed for each group and is replicated below (see Table 1-1). This Report updates the OBC Social Distributional Impact (SDI) Report1 to address DfT comments received in March 2018 (included in Appendix A of this report). Full Business Case updates to transport modelling, economic and environmental appraisal have not re-appraised within this revision of the SDI Report as it was not considered proportionate to do so given the relatively minor changes to the Scheme and appraisal since OBC stage. However, the SDI appraisal within this Report has been reviewed to confirm that no substantive changes to the DI assessments are predicted.
1 St Austell to A30 Link Outline Business Case – Social Distributional Impact Report, March 2017.
Prepared for: Cornwall Council AECOM 10 Table 1-1: Scope of Demographic Analyses (TAG Unit A4.2) Dataset/Social Group
Shading indicates analysis required for each impact Noise Security Accidents Severance Air Quality Affordability Accessibility User Benefits User
Income Distribution
Children: proportion of population aged <16
Young adults: proportion of population aged 16-25
Older people: proportion of population aged 65+
Proportion of population with disability
Proportion of population of Black Asian and Minority Ethnic (BAME) origin
Proportion of households without access to a car
Carers: proportion of households with dependent children
In the sections that follow each impact has been assessed through the TAG process, which consists of the following steps: · Step 1 – Screening process; · Step 2 – Identifying impacted areas, the social groups and the amenities affected; and · Step 3 – Core appraisal and collation of DI analysis.
Prepared for: Cornwall Council AECOM 11 1.4 Methodology
The initial screening process is important in determining the efficiency of the entire appraisal process. Each of the eight impacts2 has been considered with regard to whether there are any negative or positive impacts upon each vulnerable social group. Where it has been identified that there are no significant impacts, the impact has not been taken through the full appraisal process. Similarly, where the impact is considered to be only minor (for example “slight beneficial”, with the impacts socially and/or spatially dispersed) a full DI appraisal has been considered disproportionate as indicated in TAG Unit A4.2 (1.3.2) and not undertaken. The initial screening for each impact is summarised in the following sub-sections. The standard TAG Screening Proforma is attached as Appendix B. Following the Initial Screening process, and prior to undertaking the actual SDI Appraisal, TAG Unit A4.2 states that the following parts which should be undertaken as part of Step 2: · Step 2a: Confirm the areas impacted by the intervention; · Step 2b: Identify social groups in areas affected by the intervention; and · Step 2c: Identifying the amenities in the area. Step 3 is the appraisal of each of the impacts identified, followed by a procedure for undertaking a full DI analysis for that impact. The results have been collated and inputted into the Appraisal Summary Table found in the Full Business Case (FBC). This combines the quantitative data provided from each impact and scores each impact on the seven-point scale as outlined in the TAG guidance.
1.5 Summary of impacts
Table 1-2 summarises the outcomes of the step 2 appraisal which provides population information, that can be used in the appraisal of impacts in step 3. A DI appraisal matrix is provided in Table 1-3 which provides a summary of the results for user benefits, noise, air quality, affordability and accessibility DIs. Detailed analysis is provided in subsequent sections of this report.
2 TAG advises that qualitatively measured impacts are assessed using a seven point scale (large, moderate and slight adverse, neutral, and large, moderate and slight beneficial).
Prepared for: Cornwall Council AECOM 12 Table 1-2: Step 2 summary
USER CORNWALL SOCIAL GROUP AND AMENITIES INDICATORS NOISE AIR ACCIDENTS SECURITY SEVERANCE AFFORDABILITY BENEFITS QUALITY POPULATION
0-20% 13.5% 28.6% 17.5% 13.5% 13.5%
20-40% 43.3% 71.4% 50.5% 43.3% 43.3% Income distribution 40-60% 30.1% 0.0% 20.0% 30.1% 30.1% quintiles 60-80% 12.6% 0.0% 10.0% 12.6% 12.6%
80-100% 0.6% 0.0% 2.5% 0.6% 0.6% Resident population in the Children (<16) 19.3% 18.6% 18.6% 21.2% 21.2% 18.1% impact area Older People 17.2% 21.9% 16.4% 16.4% 21.7%
People with disability 12.4% 11.4% 11.4% 12.5%
Black Asian and Minority Ethnic 1.9% 1.8%
No Car households 4.6% 7.1%
Indicator population in the impact area 532,273 12,243 67,755 50,000 7,400 7,400 532,273 532,273
School/nurseries ü ü ü ü ü ü
Playgrounds ü ü ü ü ü ü
Amenities present Parks ü ü ü ü within the impact area GP Surgeries ü ü ü
Sport Centres ü ü ü ü ü
Community Centres ü ü ü ü
Prepared for: Cornwall Council AECOM 13 Table 1-3: Matrix of collated distributional impacts.
DISTRIBUTION IMPACT OF INCOME ARE THE DEPRIVATION IMPACTS KEY IMPACTS – QUALITATIVE STATEMENTS 80- DISTRIBUTED 0-20% 20-40% 40-60% 60-80% 100% EVENLY? The results show that the transport user benefits are distributed across the population that are living in User üü üüü üü ü üü No the different income groups. The second most deprived area (20-40%) sees, in proportional terms, the Benefits biggest benefit given the size of the population. All groups across the study area see a net benefit. The noise DI analysis shows that there are large adverse impacts that are experienced, in noise terms, by the households in the lowest income quintile within the impact area. The second most deprived Noise xxx ü - - - No quintile has a net benefit. For the one school identified within the study area (Roche County Primary School) a slight increase in noise level is predicted. Air Quality PPP PPP P û - The results show that the overall impacts on local air quality vary by pollutant, with PM2.5 being more (NO2) beneficial than NO2. When assessing the distribution of benefits across the IMD quintiles, residents in No Air Quality PPP PPP P - - the more deprived quintiles experience the greatest benefit. The pollutant NO2 affects the population of (PM2.5) the study area than PM2.5. The results show that the affordability disbenefits are spread across the four zones within the IMD quintiles of 0% up to 80%, with the least deprived income group showing a benefit. Proportionally the Affordability xx xxx x x üüü No disbenefits are mainly found in the 20-40% and 40-60% quintiles. From this it is clear to see that the majority of the population experience a net disbenefit. The scheme does not provide any benefits or disbenefits regarding accessibility, as existing routes will Accessibility - - - - - Yes remain accessible and buses will operate as they do now. üüü = Large Beneficial | üü = Moderate Beneficial | ü = Slight Beneficial | xxx = Large Adverse | xx = Moderate Adverse | x = Slight Adverse | - neutral
Prepared for: Cornwall Council AECOM 14 2. User Benefits 2.1 Step 1: Screening There will be a change in benefits to users in the area. Journey times will benefit; however, there will be disbenefits regarding cost. The guidance also states that any scheme which generates significant and/or concentrated user benefits requires a full DI appraisal. A full DI appraisal has therefore been undertaken. 2.2 Step 2: Assessment Step 2a: Impact area
User benefits are derived across the full area of the traffic model, which models St Austell and the rest of Cornwall in some detail as seen in Figure 2.1. The impact area used aligns to the detailed, intermediate and External A zones shown in this figure. User benefits for the scheme will be largely derived from non-business motor vehicle users who experience journey time improvements and reductions in congestion. Figure 2-1: Model Area
Prepared for: Cornwall Council AECOM 15 Step 2b: Social groups
Figure 2-2 shows the distribution of income deprivation (based on the “Index of Multiple Deprivation”) for the Lower Super Output Areas (LSOAs) within the study area (the county). The LSOAs are assigned with a quintile rank which is the basis for the DI appraisal of user benefits. These quintiles are broken down into 20% brackets with 0-20% being the most deprived and 80-100% the least deprived. It can be seen that the majority of LSOAs are in the 20-40% and 40-60% quintiles with 44 LSOAs sitting within the most deprived quintile. As detailed in TAG A4.2, where the scheme being considered contains specific user benefit objectives, a full DI appraisal (Step 3) should be undertaken. In the case of the St Austell to A30 Link Road, the main objectives of the scheme are to reduce journey times along the route, reduce congestion and to provide an appropriate link between St Austell and the A30. Therefore, the user benefits relating to these objectives are appraised fully in Step 3. Figure 2-2: Distribution of Deprivation in Cornwall Local Super Output Areas
141
98 LSOAs in Cornwall 44 41 2
0-20% 20-40% 40-60% 60-80% 80-100% IMD Quintiles
Source: St Austell to A30 Link Outline Business Case – Social Distributional Impact Report, March 2017. Step 2c: Amenities
TAG Unit A4.2 does not require an assessment of the amenity impacts in relation to user benefits. 2.3 Step 3: Appraisal Step 3a The transport user benefits have been extracted for every LSOA in the impact area (the county) from the TUBA model used for the economic appraisal of the scheme at the Outline Business Case stage. For the purpose of the DI appraisal, only the non-business user benefits have been included because non-business users (e.g. travel to work and education for people with low incomes) would be most susceptible to a change in travel cost. For the purposes of this analysis both origin and destination
Prepared for: Cornwall Council AECOM 16 benefits have been used for each zone, then divided by two so that the total accrual of benefits is not double-counted. The user benefits for each LSOA have then been attributed to the associated income group quintile (from the national Index of Multiple Deprivation (IMD) and the split of benefits per population in the income group calculated. The impact has been assessed using the proportion of the population in each income group and the proportion of the total benefit each income group experienced. The TAG criteria state that: · If the difference between the proportion of population and the proportion of benefits is within 5% then the score is moderate beneficial; · If the proportion of benefits is more than 5% higher than the proportion of the population the score is large beneficial; · If the proportion of benefits is more than 5% lower than the proportion of the population then the score is slight beneficial. Step 3b The following table provides the outputs from the user benefit SDI analysis. Table 2-1: Distributional Impact of the User Benefit Sub-objective
IMD INCOME DOMAINS £M Most deprived areas ç è Least deprived areas TOTAL 0%<20% 20%<40% 40%<60% 60%<80% 80%<100%
Total benefits (∑LSOAs) 1,018,393 5,089,102 3,495,472 345,603 132,758 10,081,328
Total disbenefits (∑LSOAs)
Share of user benefits 10% 50% 35% 3% 1% 100%
Share of user disbenefits
Share of population 13% 43% 31% 13% 1% 100%
Assessment üü üüü üü ü üü üüü = Large Beneficial üü = Moderate Beneficial ü = Slight Beneficial xxx = Large Adverse xx = Moderate Adverse x = Slight Adverse
Source: St Austell to A30 Link Outline Business Case – Social Distributional Impact Report, March 2017. The table shows that the transport user benefits are distributed across the population in different income groups. The second most deprived area (20-40%) sees, in proportional terms, the biggest benefit given the size of the population. All groups across the study area see a net benefit. Data was extracted from a representative year of 2037, for all time periods. The impact of the scheme on user benefits has been assessed for every affected LSOA in the study area. The full results are shown in the March 2017 Outline Business Case Distributional Impacts Report3.
3 St Austell to A30 Link Outline Business Case – Social Distributional Impact Report, March 2017.
Prepared for: Cornwall Council AECOM 17 Overall, all income groups would receive benefit due to the scheme. Whilst there is some variation, the benefits are distributed reasonably evenly between income groups in comparison to the makeup of the population. Given the relative similarity in the scheme and economic appraisal between the OBC and FBC stages, the Social Distributional User Benefits Impact assessment undertaken for the OBC (as detailed above) is considered to remain representative.
Prepared for: Cornwall Council AECOM 18 3. Noise 3.1 Step 1: Screening The Noise Assessment for the Scheme carried out in support of the Planning Application and the Full Business Case (see Appendix C7 of the accompanying Full Business Case) was undertaken by a Noise Specialist and confirms an appropriate Noise study area within the maps defined in Figures 3.1 in this report. An increase in noise levels for those close to the scheme means that it is considered necessary to undertake a full DI appraisal to determine whether there is a disproportionate impact on any particular vulnerable group. The properties are predicted to experience a noise impact due to noise levels generated by the new road and from changes in traffic flows on the wider road network. A total of 1,377 properties and one school have been identified to be impacted, both positively and negatively. A further 26 properties experience no change in noise levels. 3.2 Step 2: Assessment Step 2a: Impact area
The impact area for the noise sub-objective is as defined in Design Manual for Roads and Bridges (DMRB). This incorporates an area of 600m either side of the new road, and existing links on the road network which are predicted to experience an increase in 18-hour Annual Average Weekday Traffic (AAWT) greater than 25% or a decrease of 20%, based upon the assessment undertaken at the Outline Business Case stage. The Noise Assessment for the Scheme was carried out in support of the Planning Application and the Full Business Case (see Appendix C7 of the accompanying Full Business Case) was undertaken by a Noise Specialist and confirms an appropriate Noise study area within the maps defined in Figures 3.1.
Prepared for: Cornwall Council AECOM 19 Figure 3-1: Noise Impact Area
Step 2b: Social groups
The income quintiles applicable to the study area are the first and second quintiles (more deprived). An additional assessment of the impact on children and older people in relation to noise is required. Table 3-1 shows the populations of both children and older people within each LSOA affected by noise. This shows that the area above the A30, closest to Bodmin has a higher than average percentage of older people whilst there is a slightly lower than average population of children. In general, the figures show a slightly lower than average percentage of older people throughout the study area whilst there is a slightly higher than average percentage of children when compared with the rest of Cornwall.
Prepared for: Cornwall Council AECOM 20 Table 3-1: Populations of children and older people with the LSOAs
PERCENTAGE PERCENTAGE OLDER OF OLDER CHILDREN (16 OF CHILDREN LSOA NAME TOTAL POPULATION PEOPLE (65 PEOPLE AND UNDER) WITHIN EACH AND OVER) WITHIN EACH LSOA LSOA
Cornwall 011D 1,291 190 15% 336 26% Cornwall 024A 1,808 332 18% 335 19% Cornwall 024B 1,942 361 19% 343 18% Cornwall 024C 1,816 334 18% 323 18% Cornwall 027D 1,785 374 21% 247 14% Cornwall 027E 1,731 332 19% 269 16% Cornwall 027F 1,870 444 24% 257 14% All Cornwall LSOAs 532,273 89,941 18% 115,241 22%
Source: 2011 Census data Step 2c: Amenities
Figure 3-2 shows the amenities affected by noise impacts (both positive and negative). This indicates that playgrounds are the amenity most affected. The map identifies a cluster of amenities within Bugle and Roche which are most likely to be affected by changes to noise levels.
Figure 3-2: Amenities affected by higher noise levels
Source: St Austell to A30 Link Outline Business Case – Social Distributional Impact Report, March 2017.
Prepared for: Cornwall Council AECOM 21 3.3 Step 3: Appraisal Step 3a The scheme will result in 799 properties experiencing an increase in noise level and 552 properties experiencing a decrease in noise in the year of opening of the scheme (with 26 predicted to experience no change). The geographic distribution of changes is presented in Figure 3-3 and Figure 3-4, the results are the same for 16 hour and overnight assessments appraisal in both 2022 and 2037, therefore, only the one figure is produced for residential and non-residential properties. Figure 3-3: Changes in noise levels (residential properties) (2022 and 2037, 16 hour and Lno)
Prepared for: Cornwall Council AECOM 22 Figure 3-4: Changes in noise levels (non-residential properties) (2022 and 2037, 16 hour and Lno)
The assessment is based on properties experiencing any level of change in noise level (i.e. there is no minimum 45 dB LAeq, 16-hour noise level or 3 dB banding) and therefore the number of properties experiencing a decrease or increase is different from those identified in the noise workbook produced in line with TAG Unit A3. Therefore, a slight change of +/- 0.1 decibel will be flagged as an adverse or beneficial change in the DI assessment. The TAG guidance provides monetary values for change in noise levels based on the 3 dB bands contained within the workbook between 45 dB and 81 dB LAeq, 16 hour. Using guidance from TAG Unit A3, an average household size of 2.3 has been assumed. The economic impact for noise is a benefit of £2,855,068 (net benefit). 15 sensitive receptors have been identified, these include schools, places of worship, community halls and other community facilities. The results are presented in Table 3-2 for 2022 and Table 3-3 for 2037.
Prepared for: Cornwall Council AECOM 23 Table 3-2: Sensitive receptors – changes in noise levels (2022)
RECEPTOR 2022
Do Minimum Do Something Difference Change
16h Lno 16h Lno 16h Lno (16-hour) (overnight) (16-hour) (overnight) (16-hour) (overnight)
Stenalees Methodist 42.7 34 41.8 33.2 -0.9 -0.8 Decrease Church
Church of St Gomonda 53.6 43.8 54.1 44.2 0.5 0.4 Increase
Roche Wesleyan 50.7 41.2 53.6 43.8 2.9 2.6 Increase Methodist Church
Roche Victory Hall - 49.3 39.9 49.9 40.4 0.6 0.5 Increase Social Club
St Peter's Church 51.7 42.1 53.3 43.5 1.6 1.4 Increase
The Hollies Care Home 46.5 37.4 46.9 37.8 0.4 0.4 Increase
Co-op Food Shop 51.4 41.8 54.1 44.2 2.7 2.4 Increase
Treverbyn Community 53.4 43.6 55.3 45.3 1.9 1.7 Increase Hall
Stenalees Bowls Club 38.7 30.4 39.5 31.1 0.8 0.7 Increase Pavilion
The Chapel, St Peter's 51 41.5 52.5 42.8 1.5 1.3 Increase Church
Teperance Hall 50.6 41.1 47.7 38.5 -2.9 -2.6 Decrease
Roche Community 44.5 35.5 45.1 36.2 0.6 0.7 Increase Primary School
St Michael's Chapel 46.3 37.2 47.3 38.1 1 0.9 Increase
Stenalees Band Room 43.9 35 44.1 35.2 0.2 0.2 Increase
Roche Old Boys Cricket 41.9 33.2 43.4 34.6 1.5 1.4 Increase and Football Club
Prepared for: Cornwall Council AECOM 24 Table 3-3: Sensitive receptors – changes in noise levels (2037)
RECEPTOR 2037
Do Minimum Do Something Difference Change
16h Lno 16h Lno 16h Lno (16-hour) (overnight) (16-hour) (overnight) (16-hour) (overnight)
Stenalees Methodist 43.1 34.3 42.6 33.9 -0.8 -0.4 Decrease Church
Church of St Gomonda 53.8 44 54.5 44.6 0.4 0.6 Increase
Roche Wesleyan 51.1 41.5 54.2 44.3 2.6 2.8 Increase Methodist Church
Roche Victory Hall - 49.5 40.1 50.1 40.6 0.5 0.5 Increase Social Club
St Peter's Church 53 43.2 55.3 45.3 1.4 2.1 Increase
The Hollies Care Home 46.8 37.6 47.4 38.2 0.4 0.6 Increase
Co-op Food Shop 51.9 42.3 55 45 2.4 2.7 Increase
Treverbyn Community 55.1 45.1 57.9 47.6 1.7 2.5 Increase Hall
Stenalees Bowls Club 39.4 31 40.5 32 0.7 1 Increase Pavilion
The Chapel, St Peter's 52.2 42.5 54.3 44.4 1.3 1.9 Increase Church
Teperance Hall 50.9 41.4 48.1 38.8 -2.6 -2.6 Decrease
Roche Community 44.7 35.8 45.4 36.4 0.7 0.6 Increase Primary School
St Michael's Chapel 46.6 37.5 47.7 38.4 0.9 0.9 Increase
Stenalees Band Room 44.4 35.5 44.8 35.8 0.2 0.3 Increase
Roche Old Boys Cricket 42.2 33.5 43.8 34.9 1.4 1.4 Increase and Football Club
Step 3b The scheme will result in a decrease in noise levels in parts of Roche and an increase in noise levels for properties close to the new bypass. The relevant TAG worksheet for noise level at properties has been completed and is shown in Table 3-4. The results are the same for 16 hour and overnight assessments appraisal in both 2022 and 2037, therefore, only the one table has been produced.
Prepared for: Cornwall Council AECOM 25 Table 3-4: Distributional Impact of Noise (results apply to both 16h and Lno in 2022 and 2037)
IMD INCOME DOMAIN Most Deprived Least Deprived TOTAL 0-20% 20-40% 40-60% 60-80% 80-100% Population in each group with 395 404 - - - 799 increase in noise (A) Population in each group with 141 411 - - - 552 decrease in noise (B) Population in each group with 14 12 - - - 26 no change in noise (C) Net no. of Winners/Losers -254 7 - - - - across all groups (D) = (B) - (A) Total no. of Winners/Losers - - - -247 across all groups (E) = ∑(D) Net winners/losers in each 103% -3% - - - area as percentage of the total ((F) = (D) / (E) Share of Total population in 4% 96% - - - - Study Area Assessment ûûû P - - - -
The noise DI analysis shows that there are large adverse impacts for the lowest quintile, whereas the 20-40% quintile will experience a slight benefit that are experienced, in noise terms, by the households in the two income groups within the impact area. A large adverse result has been obtained for the 0- 20% quintile, as the share of the population is lowest and has the largest disbenefit (net disbenefit of 254 properties), compared to the 20-40% quintile. Step 2 identified that older people and children are most likely to be affected the most by noise changes. Table 3-1 showed that within the affected area by noise, there is a higher population of children when compared with the rest of Cornwall average. For the one school identified within the study area (Roche County Primary School) a slight increase in noise level is predicted. Within the impact area there is one care home. For both young people and older people there are increases in noise at sensitive locations. At both of these locations the increase in noise is around 0.5-0.7 decibels it is unlikely to noticeable to people sensitive to changes in noise levels. When assessed against the amenities in the area, there are 13 playgrounds, 9 parks and 3 schools which would be affected by the noise changes; resulting in impacts disproportionately affecting children. Additionally there are a higher cluster of amenities within Roche and Bugle, both of which will be affected in a change of noise and both have a higher population of children. To conclude, the scheme results in an overall disbenefit which is distributed across the two most deprived income domains. Both children and older people will most likely be affected as there are a high proportion of both age groups. Additionally, the largest clusters of amenities within the impact area can be found in Roche, which experiences a mix of reduction and increase in noise levels (depending on the location of the receptor).
Prepared for: Cornwall Council AECOM 26 4. Air Quality 4.1 Step 1: Screening Around 9,000 properties have been identified within the study area, as shown in Figure 4-1. The air quality assessment undertaken at the outline business case stage identified that of these 769 properties experience improved air quality, 36 experience worsened air quality and 2,565 experience a negligible or neutral impact. Given the impact on local properties, it is considered necessary to undertake a full DI appraisal to determine whether there is a disproportionate impact on any particular vulnerable group. 4.2 Step 2: Assessment Step 2a: Impact area
The impact area has been determined from the Outline Business Case Air Quality analysis. It is illustrated in Figure 4-1 and includes: · A30; · B3274; · A391; and · Roche Road; Figure 4-1: Air Quality Study Area
Prepared for: Cornwall Council AECOM 27 Step 2b: Social groups
Income distribution (assessed using the Index of Multiple Deprivation) within the air quality impact area has been considered. The population of the study area is spread fairly evenly over all five income bands, although the ‘most deprived’ quintile is slightly under-represented as seen in Figure 4-2. Figure 4-2 shows how the study area LSOAs compare to the Cornwall average in terms of the number of children living in each LSOA. This identifies that there is a 20% higher than average proportion of children living near to the proposed route. Figure 4-2: Average amount of children aged 16 and under living within the area (Census 2011)
Step 2c: Amenities
The amenities within the area are shown in Figure 4-3. This identifies a grouping of amenities in Bugle and Roche including parks, playgrounds and schools which may be affected by air quality increases due to the addition of the link road.
Prepared for: Cornwall Council AECOM 28 Figure 4-3: Amenities affected within the air quality study area
4.3 Step 3: Appraisal Step 3a
The differing impacts of the scheme on PM2.5 levels at receptors can be seen in Figure 4-4 and Figure 4-5, and Figure 4-6 and Figure 4-7 for NO2. Overall the changes to PM2.5 are neutral, though there are some properties that experience a deterioration in these levels in 2022 around the A391 and Penwithick. For NO2,, there are more properties that see a deterioration in the levels of this pollutant particularly those on the A391 and B3274 north of St Austell, and again for properties in the west of the impact area, near St Columb Major and Trevarren.
Prepared for: Cornwall Council AECOM 29 Figure 4-4: PM2.5 impacts within the study area (2022)
Figure 4-5: PM2.5 impacts within the study area (2037)
Prepared for: Cornwall Council AECOM 30 Figure 4-6: NO2 impacts within the study area (2022)
Figure 4-7: NO2 impacts within the study area (2037)
Prepared for: Cornwall Council AECOM 31 There are a number of schools within the impact areas, and the impacts of the scheme on air quality are presented in Table 4-1 (PM10) and Table 4-2 (NO2), along with other sensitive receptors. Overall, the changes at the schools are negligible (PM10) and negligible to small beneficial (NO2).
Table 4-1: Distribution of PM10 Impacts on Non-residential Sensitive Receptors (2022)
Description 2022
Do Minimum PM10 Do Something PM10 Difference PM10 Magnitude of Impact (µg/m3) (µg/m3) (µg/m3)
St Dennis Primary 11.4 11.3 -0.1 Negligible Academy
Pedna-Carne Caravan 12.1 12.2 0.0 Negligible Park
St Dennis Primary 12.9 12.9 -0.1 Negligible Academy
Roche Learning Village 11.9 11.8 -0.1 Negligible
Roche Community 12.0 11.9 -0.1 Negligible Primary School
Roche Victory Hall 11.6 11.5 -0.1 Negligible Social Club
Trewoon Village Hall 11.6 11.6 0.0 Negligible
Village Hall 12.5 12.4 -0.2 Negligible
Bugle School 16.9 16.7 -0.2 Negligible
Bugle Village Hall 16.6 16.6 0.0 Negligible
Mount Charles School 13.0 12.9 0.0 Negligible
Unity Dance and Mind 15.4 15.3 -0.2 Negligible
Naturally Learning - 19.5 19.1 -0.4 Small Beneficial Charlestown
Bishop Bronescombe C 12.5 12.5 <0.1 Negligible of E School
Doubletrees School 12.0 12.0 <0.1 Negligible and Hostel
Doubletrees Hostel 11.9 11.9 <0.1 Negligible
St Blazey Cricket Club 12.2 12.2 <0.1 Negligible Pavilion
St Blazey Community 11.9 11.9 <0.1 Negligible Wardens
Fourways Youth Centre 11.9 11.9 <0.1 Negligible
Prepared for: Cornwall Council AECOM 32 Table 4-2: Distribution of NO2 Impacts on Non-residential Sensitive Receptors (2022)
Description 2022
3 Do Minimum NO2 Do Something NO2 Difference NO2 (µg/m ) Magnitude of Impact (µg/m3) (µg/m3)
St Dennis Primary 5.5 5.1 -0.4 Small Beneficial Academy
Pedna-Carne Caravan 10.2 10.4 0.2 Negligible Park
St Dennis Primary 5.5 5.2 -0.3 Negligible Academy
Roche Learning Village 6.2 5.2 -1.0 Small Beneficial
Roche Community 7.0 6.0 -1.0 Small Beneficial Primary School
Roche Victory Hall 6.3 5.7 -0.7 Small Beneficial Social Club
Trewoon Village Hall 7.2 6.9 -0.3 Negligible
Village Hall 10.8 10.1 -0.8 Small Beneficial
Bugle School 7.6 6.2 -1.3 Small Beneficial
Bugle Village Hall 5.1 4.8 -0.3 Negligible
Mount Charles School 11.9 11.7 -0.2 Negligible
Unity Dance and Mind 19.3 18.5 -0.8 Small Beneficial
Naturally Learning - 38.0 36.2 -1.8 Small Beneficial Charlestown
Bishop Bronescombe C 7.1 7.1 <0.1 Negligible of E School
Doubletrees School 7.4 7.3 -0.1 Negligible and Hostel
Doubletrees Hostel 7.0 7.0 <0.1 Negligible
St Blazey Cricket Club 8.2 8.2 <0.1 Negligible Pavilion
St Blazey Community 7.0 6.9 -0.2 Negligible Wardens
Fourways Youth Centre 7.7 7.5 -0.2 Negligible
Step 3b The impact on the numbers of households within each IMD quintile could thus be established. The distributional impact assessment results for PM2.5 and NO2 are shown in Table 4-3 through to Table 4-6. Looking at the distribution of benefits across the IMD quintiles it is clear that the portions of the population most affected are in the more deprived quintiles (which are home to around two thirds of the population in the study area). Air quality has a greater effect on children. This age group has been identified as being proportionately higher represented within the air quality impact area, especially within Roche, than the average for Cornwall, meaning this could have a larger dis-benefit. There are a small cluster of amenities within Roche which will have neutral (PM2.5) or improved (NO2) air quality once the development has been implemented.
Prepared for: Cornwall Council AECOM 33 Table 4-3: PM2.5 assessment (2022)
IOD INCOME DOMAIN
TOTAL Most deprived Least deprived
0-20% 20-40% 40-60% 60-80% 80-100%
Number of properties with 613 1,223 243 3 32 2,114 improved air quality [A] Number of properties with 1,707 3,129 797 737 140 6,510 no change in air quality [B] Number of properties with 52 180 20 83 0 335 worse air quality [C] Number of net winners / 561 1,043 223 -80 32 losers [D] = [A] – [C] Total number of winners / losers across all groups 1,779 [E] = ∑[D] Net winners/losers in 32% 59% 13% -4% 2% 100% each area as percentage of total [F] = [D] / [E] Share of total population 17% 50% 19% 11% 3% 100% of study area
Assessment PPP PPP P û -
Table 4-4: PM2.5 assessment (2037)
IOD INCOME DOMAIN
TOTAL Most deprived Least deprived
0-20% 20-40% 40-60% 60-80% 80-100%
Number of properties with 669 1,453 70 48 0 2,240 improved air quality [A] Number of properties with 1,726 3,129 1,042 127 0 6,024 no change in air quality [B] Number of properties with 8 180 8 19 0 215 worse air quality [C] Number of net winners / 661 1,273 62 29 0 losers [D] = [A] – [C] Total number of winners / 2,025 losers across all groups [E] = ∑[D] Net winners/losers in 33% 63% 3% 1% 0% 100% each area as percentage of total [F] = [D] / [E] Share of total population 18% 56% 20% 6% 0% 100% of study area
Assessment PPP PPP P - -
Prepared for: Cornwall Council AECOM 34 Table 4-5: NO2 assessment (2022)
IOD INCOME DOMAIN
TOTAL Most deprived Least deprived
0-20% 20-40% 40-60% 60-80% 80-100%
Number of properties with 1,395 2,661 453 53 32 4,594 improved air quality [A] Number of properties with 875 1,411 576 449 139 3,450 no change in air quality [B] Number of properties with 102 460 31 321 1 915 worse air quality [C] Number of net winners / 1,293 2,201 422 -268 31 losers [D] = [A] – [C] Total number of winners / losers across all groups 3,679 [E] = ∑[D] Net winners/losers in each area as percentage 35% 60% 11% -7% 1% of total [F] = [D] / [E] Share of total population 17% 50% 19% 11% 3% 100% of study area
Assessment PPP PPP P - -
Table 4-6: NO2 assessment (2037)
IOD INCOME DOMAIN
TOTAL Most deprived Least deprived
0-20% 20-40% 40-60% 60-80% 80-100%
Number of properties with 1,298 2,713 604 99 0 4,714 improved air quality [A] Number of properties with 890 1,583 485 54 0 3,012 no change in air quality [B] Number of properties with 215 466 31 41 0 753 worse air quality [C] Number of net winners / 1,083 2,247 573 58 0 losers [D] = [A] – [C] Total number of winners / losers across all groups 3,961 [E] = ∑[D] Net winners/losers in 27% 57% 14% 1% 0% 100% each area as percentage of total [F] = [D] / [E] Share of total population 18% 56% 20% 6% 0% 100% of study area
Assessment PP - P - - -
Prepared for: Cornwall Council AECOM 35 5. Security 5.1 Step 1: Screening The new link road will result in a change in traffic patterns affecting roads in the vicinity. This will have implications for security for users, meaning a full DI appraisal is required. 5.2 Step 2: Assessment Step 2a: Impact area
Security impacts are anticipated to affect the areas directly bisected by the scheme only. Changes to the route will reduce stopping at junctions for drivers (a perceived security issue), due to the provision of a more direct route. Step 2b: Social groups
Figure 4-2 in Section 4 shows the relative proportion of children aged 16 and under near the proposed route, whilst Figure 5-1 shows the relative proportion of people aged 65 and over near the proposed route. This indicates that there is a 20% higher than average proportion of children living near to the proposed route than the Cornwall average. There are also 20% fewer older people living to the south of the scheme. Figure 5-2 shows relative proportion of people within the study area living with a long-term illness or disability compared to the Cornwall average. It identifies higher than average concentrations of people with a disability or long-term illness living close to the northern end of the scheme; however most of those living close to the proposed route are within the average for Cornwall. Figure 5-3 shows a lower than 20% average amount of Black Asian and Minority Ethnic (BAME) residing in the study area, especially in the rural areas of Cornwall whilst larger built up areas such as St Austell and Bugle have a higher than average proportion of BAME.Figure 5-4 identifies there to be within the average amount of females living throughout the area, especially in rural areas. There is a slightly larger population going through the proposed development.
Prepared for: Cornwall Council AECOM 36 Figure 5-1: Average amount of people aged 65 and over living within the area (Census 2011)
Prepared for: Cornwall Council AECOM 37 Figure 5-2: Average amount of people living with a long-term illness or disability (Census 2011)
Figure 5-3: Average amount of Black Asian and Minority Ethnic (BAME) origin (Census 2011)
Prepared for: Cornwall Council AECOM 38 Figure 5-4: Average amount of females (2011 Census)
Step 2c: Amenities
The amenities in the study area of relevance to security have been identified in Figure 5-5. This shows that all amenities will be affect due to the variety of social groups. Many of the amenities are located within urban areas such as Bugle, Stenalees and Roche including playgrounds, parks and community centres.
Prepared for: Cornwall Council AECOM 39 Figure 5-5: Amenities within the security study area
5.3 Step 3: Appraisal Step 3a The proposed scheme will create a more secure environment as identified in Table 5-1 creating an overall slight benefit which will benefit vulnerable groups (old people, women and young people). The table identifies informal surveillance, landscaping, as well as lighting and visibility to slightly improve with the implementation of the scheme. The importance of each of the following either remains at a low or medium importance for each of the social groups. The total security scoring remains relatively low but will affect over 10,000 people, hence amplifying the benefit to provide an overall slight benefit. Step 3b The figures in section Step 2b show the proportions of each of these groups. In summary there is an average level of older people to the north of the proposed scheme whilst the south section, closer to St Austell’s has a lower than average older population, meaning security changes are less likely to impacts on people aged 65 and over. The population of women are within the county average around the proposed scheme, hence are less likely to be disproportionately affected. There is an above average proportion of children in the area surrounding the proposed route, therefore children are more likely to be impacted by security changes. The overall assessment of security to the area along the proposed route will be slight beneficial, with no social groups disproportionately impacted.
Prepared for: Cornwall Council AECOM 40 Table 5-1: Distributional Impact of Security Sub-objective
PERFORMANCE FOR EACH SECURITY RELATIVE IMPORTANCE OF EACH SECURITY WEIGHTED SCORE FOR EACH INDICATOR [C] = [A] * [B] INDICATOR INDICATOR INDICATOR [B] (HIGH /MEDIUM /LOW) (=3/2/1) AND ELEMENT OF Without With Change Older Young ENTIRE All users Women All users Older people Women Young People scheme scheme (0/+1/+2) [A] people People JOURNEY
Formal Poor Poor 0 Low Medium Medium Medium 0 0 0 0 surveillance Informal Poor Moderate +1 Low Medium Medium Medium 1 2 2 2 surveillance
Landscaping Poor Moderate +1 Low Low Low Low 1 1 1 1
Lighting and Poor Moderate +1 Low Medium Medium Medium 1 2 2 2 visibility Emergency Poor Poor 0 Medium Medium Medium Medium 0 0 0 0 call
Total security improvement score [D] = å[C]n 3 5 5 5
No of users affected (<500 users / day is low, >10,000 is high) [E] Over 10,000 Over 10,000 Over 10,000 Over 10,000
Overall assessment of security impacts (all users and vulnerable groups) Slight Benefit Slight Benefit Slight Benefit Slight Benefit
Prepared for: Cornwall Council AECOM 41 6. Personal Affordability 6.2 Step 1: Screening Personal affordability is concerned with out of pocket non-business user costs. In the case of highway schemes, these are restricted to vehicle operating costs (VOCs), which are essentially fuel costs and vehicle maintenance costs. The Scheme will increase costs as a result of increasing journey distances. The scheme is therefore likely to have an impact on non-business user costs of the scheme and therefore will be carried forward to a full DI appraisal. 6.2 Step 2: Assessment Step 2a: Impact area
The overall impact area for Personal Affordability is the same as that for User Benefits, as discussed in paragraph 3.2.2. Changes in congestion and routing will affect operating costs (for non-business users); based on the scope of the model, the changes have been analysed across a wide area covering the whole of Cornwall. Most benefits however are expected to accrue in those LSOAs closest to the scheme. Given that the Personal Affordability of the scheme is directly linked to the scheme objectives to reduce journey times and congestion between St Austell and the A30. The impact on Personal Affordability will be appraised fully in step 3 (section 4 of this report). Step 2b: Social groups
As with the User Benefits, the impact area has been split into five income groups that are based upon the Indices of Multiple Deprivation for each LSOA. Step 2c: Amenities
The TAG guidance doesn’t require an assessment of the amenity impacts in relation to affordability. 6.3 Step 3: Appraisal Step 3a Affordability is concerned with out-of-pocket non-business user’s costs which, in the case of highway schemes, are restricted to vehicle operating costs. The process is the same as used in the transport user benefits assessment but instead of user benefits, the vehicle operating costs (for non-business users) are used. The impact score is evaluated using the same method as shown for user benefits. Where there is an overall disbenefit the impact score is adverse.
Prepared for: Cornwall Council AECOM 42 Step 3b Table 6-1: Distributional Impact of Vehicle Operating Cost Sub-objective
IMD INCOME DOMAINS £M Most deprived areas ç è Least deprived areas TOTAL 0%<20% 20%<40% 40%<60% 60%<80% 80%<100%
Total VOC (∑LSOAs) 2096 2096
Total Negative VOC (∑LSOAs) -445,351 -1,947,405 -615,962 -80,159 -3,088,877
Share of VOC 100% 100%
Share of Negative VOC 14% 63% 20% 3% 100%
Share of population 13% 43% 31% 13% 1% 100% Assessment xx xxx x x üüü
The table shows that the affordability disbenefits are spread across the four zones within the IMD quintiles of 0% up to 80%, with the least deprived income group showing a benefit. Proportionally the disbenefits are mainly found in the 20-40% and 40-60% quintiles. From this it is clear to see that the majority of the population experience a net disbenefit. Data was extracted from a representative year of 2037, for all time periods. Note that the full Personal Affordability Worksheet (Table 23 of TAG Unit A4.2) has not been included because only vehicle operating costs require assessment. The full affordability impact on each affected LSOA is shown in the OBC Distributional Impact Report. Overall, personal affordability disbenefits are distributed evenly across the population that are living within different income groups. The 20-40% and 40-60% quintiles do however see the majority of the disbenefits.
Prepared for: Cornwall Council AECOM 43 7. Accidents 7.1 Step 1: Screening TAG Unit A4.2 states that if the intervention causes any significant changes (>10%) in vehicle flow, speed, HGV use or a significant change (>10%) in the number of pedestrians, cyclists or motorcyclist using the road network, then a full assessment should be undertaken. The new link road will result in a change in traffic flows and, therefore, a likely change in the number and severity of accidents, as detailed in the separate social impact report, so a full DI appraisal will be necessary, covering the area in which the changes are significant as outlined above. 7.2 Step 2: Assessment Step 2a: Impact area
Traffic modelling undertaken at the Outline Business Case stage has shown that accident numbers will change over a reasonably wide area aligned to changes in traffic flow. As shown in Figure 7-1. These impacts include routes parallel to the proposed link road which experience a reduction in traffic levels and hence safety improvements. Figure 7-1: Accident Study Area
Source: St Austell to A30 Link Outline Business Case – Social Distributional Impact Report, March 2017.
Prepared for: Cornwall Council AECOM 44 Step 2b: Social groups
Five social groups are considered in detail, and make up a meaningful proportion of the casualties within the study area between 2010 and 2014: · Children; · Pedestrians; · Cyclists; · Motorcyclists; and · Young Male Drivers. Step 2c: Amenities
The amenities which will affect the social groups highlighted in the previous section are identified in Figure 7-2 with clusters of amenities found in built up area such as Roche and St Austell and close to the A391. Figure 7-2: Amenities in the accident impacts study area
7.3 Step 3: Appraisal Step 3a Accident data within the study area have been collated for a five-year period, with a total of 140 personal injury accidents recorded between July 2011 and June 2016 (Figure 7-3). This compares with 110 collisions recorded between March 2014 and Feb 2019 reported in the FBC.
Prepared for: Cornwall Council AECOM 45 Figure 7-3: Distribution of accidents in study area
Figure 7-3 shows that fatal and serious accidents are distributed across the study area. Serious accidents are, overall, largely in or near to urban areas, with the exception of the A38, where interaction with pedestrians is more likely. There are more slight accidents around St Austell, potentially as a result of greater interaction between users seen in urban areas. TAG Unit A4.2 (paragraph 5.4.8) states that if the number of casualties on the affected links is not more than 50 over a 5-year period, or suitable COBALT or other accident analysis is not available, a qualitative assessment should be undertaken. The traffic modelling supporting the Outline Business Case demonstrates that flows will change over a reasonably wide study area. The number of accidents over the five years is over the threshold of 50, and COBALT4 appraisal has been undertaken. As recommended by TAG, each link within the COBALT network has been assessed in terms of the change in flow as a result of the scheme, and the current vulnerability of certain groups. The process to ascertain the assessment result and summary of the results (by link) are detailed in step 3b. Note that these tables take the place of the individual TAG worksheets but apply the same criteria; due to the large number of links affected this is considered the more appropriate presentation. Step 3b There are a cluster of amenities found throughout the study area, especially those located within towns and villages such as St Austell, Bugle and Roche. The impact of accidents at these locations, as a result of the new road, will relate to changes in traffic flow Of the links assessed in this appraisal, the majority will benefit from reduction in traffic flows, and hence an expected reduction in casualties. Existing links leading to the new link road will see an increase in flows. Overall however, appraisal against TAG criteria shows that each vulnerable group and the amenities sees a slight beneficial impact.
4 COBALT is the package recommended in TAG for the appraisal of accidents.
Prepared for: Cornwall Council AECOM 46 For each link, the casualty rate for each vulnerable group has been identified (Table 7-1). This has then been compared against the average casualty rate for that link type to identify where there are high casualty rates for vulnerable groups (Table 7-2), with a resulting score of low (30% or more lower than average rate for link type), medium (up to 30% higher or lower than average rate for link type) and high (30% or more higher than average rate for link type). COBALT suggests that there will be a reduction in the number of accidents as a result of the scheme being delivered. Therefore, there would be an associated benefit to vulnerable user groups. This benefit will be greatest where there are significant flow decreases.
Criteria 1 (Changes to layout)
Of the assessed links only B3274 Trezaise Road sees any changes in physical layout. The revised layout will be significantly beneficial to all vulnerable user groups. The assessment for all user groups on this link is moderate beneficial.
Criteria 2 (changes to flows)
Table 7-3 presents the results for the assessment when consider changes in traffic flow. The overall assessment is slight beneficial for all vulnerable user groups. Both moderate beneficial and neutral assessments are obtained on 9 links each (per vulnerable user group), therefore, the score of slight beneficial has been reached as it is the result between neutral and moderate beneficial on the 7-point scale
Prepared for: Cornwall Council AECOM 47 Table 7-1: Casualty rates per million vehicle kilometres
LINK NAME CHILDREN ELDERLY PEDESTRIAN CYCLIST MOTOCYCLIST YOUNG MALE ALL AVERAGE FOR DRIVER CASUALTIES LINK TYPE (ALL CASUALTIES) A30 0.004 0.011 1.473 B3274 North 0.055 0.164 0.329 0.164 0.658 1.317 B3274 Rd / Fore St 0.165 0.165 0.823 1.317 B3274 Rd / 0.019 0.039 0.096 0.058 0.289 1.317 Trezaise Road B3274 Rd - 0.129 0.065 0.043 0.043 0.086 0.108 0.927 1.317 Carthew B3274 Rd - Truro 0.000 1.317 Road B3274 Rd / Victoria 0.110 0.110 0.110 0.221 0.110 1.105 1.317 Rd A390 - Truro Rd 0.329 0.329 0.659 1.976 1.317 A390 - Penwinnick 0.136 0.045 0.045 0.045 0.045 0.045 0.771 1.317 Rd A390 - Southbourne 0.083 0.017 0.017 0.017 0.033 0.066 0.532 1.317 Rd A390 Rd - 0.094 0.071 0.259 0.071 0.849 1.317 Holmbush Road A 390 Rd - St 0.009 0.018 0.018 0.027 0.018 0.216 1.317 Blazey Alexandra Rd - 0.067 0.034 0.034 0.203 0.320 1.317 South Street Combined South Street 0.203 0.203 0.305 0.102 0.102 0.152 1.929 1.317 A 391 Rd North 0.053 0.267 1.576 A391 Rd - 0.164 0.082 0.082 0.082 1.145 1.576 Lockengate A391 Rd - Higher 0.052 0.052 0.104 0.522 1.576 Bugle A391 Rd Carluddon 0.058 0.019 0.136 0.039 0.407 1.576 A391 Rd Holmbush 0.071 0.036 0.036 0.178 0.143 0.749 1.576 Roche Rd 0.000 1.317 B3374 0.249 0.062 0.062 0.125 0.374 1.620 1.317
Prepared for: Cornwall Council AECOM 48 LINK NAME CHILDREN ELDERLY PEDESTRIAN CYCLIST MOTOCYCLIST YOUNG MALE ALL AVERAGE FOR DRIVER CASUALTIES LINK TYPE (ALL CASUALTIES) St Austell Rd 0.040 0.079 0.040 0.396 1.576 Carclaze Rd 0.237 0.119 0.415 0.178 0.059 0.178 1.009 1.317 A390 0.083 0.070 0.028 0.014 0.167 0.236 1.947 1.576 B3269 0.097 1.576 Bodmin Hill Rd / B 1.268 1.268 1.268 1.268 1.268 2.537 16.489 1.576 3268 Rd A38 0.237 0.041 0.021 0.010 0.062 0.165 1.811 1.576
Prepared for: Cornwall Council AECOM 49 Table 7-2: Vulnerable Users Casualty Rate compared to average for link type (TAG scoring)
LINK NAME CHILDREN ELDERLY PEDESTRIAN CYCLIST MOTOCYCLIST YOUNG MALE DRIVER A30 Low Low Low Low Low Low B3274 North Low Low Low Low Low Low B3274 Rd / Low Low Low Low Low Low Fore St B3274 Rd / Low Low Low Low Low Low Trezaise Road B3274 Rd - Low Low Low Low Low Low Carthew B3274 Rd - Low Low Low Low Low Low Truro Road B3274 Rd / Low Low Low Low Low Low Victoria Rd A390 - Truro Low Low Low Low Low Low Rd A390 - Low Low Low Low Low Low Penwinnick Rd A390 - Southbourne Low Low Low Low Low Low Rd A390 Rd - Holmbush Low Low Low Low Low Low Road A 390 Rd - St Low Low Low Low Low Low Blazey Alexandra Rd - South Street Low Low Low Low Low Low Combined South Street Low Low Low Low Low Low A 391 Rd Low Low Low Low Low Low North A391 Rd - Low Low Low Low Low Low Lockengate A391 Rd - Low Low Low Low Low Low Higher Bugle A391 Rd Low Low Low Low Low Low Carluddon A391 Rd Low Low Low Low Low Low Holmbush Roche Rd Low Low Low Low Low Low B3374 Low Low Low Low Low Low St Austell Rd Low Low Low Low Low Low Carclaze Rd Low Low Low Low Low Low A390 Low Low Low Low Low Low B3269 Low Low Low Low Low Low Bodmin Hill Rd Medium Medium Medium Medium Medium High / B 3268 Rd A38 Low Low Low Low Low Low
Prepared for: Cornwall Council AECOM 50 Table 7-3: Accident DI assessment results per vulnerable user group
LINK NAME FLOW CHILDREN ELDERLY PEDESTRIAN CYCLISTS MOTORCYCLIST YOUNG CHANGE MALE ON LINK DRIVE A30 Significant Moderate Moderate Moderate Moderate Moderate Moderate Increase Adverse Adverse Adverse Adverse Adverse Adverse B3274 North Significant Moderate Moderate Moderate Moderate Moderate Moderate Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial B3274 Rd / Significant Moderate Moderate Moderate Moderate Moderate Moderate Fore St Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial B3274 Rd / Significant Moderate Moderate Moderate Moderate Moderate Moderate Trezaise Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial Road B3274 Rd - Significant Moderate Moderate Moderate Moderate Moderate Moderate Carthew Increase Adverse Adverse Adverse Adverse Adverse Adverse B3274 Rd - Significant Moderate Moderate Moderate Moderate Moderate Moderate Truro Road Increase Adverse Adverse Adverse Adverse Adverse Adverse B3274 Rd / Significant Moderate Moderate Moderate Moderate Moderate Moderate Victoria Rd Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial A390 - Truro Neutral Neutral Neutral Neutral Neutral Neutral Neutral Rd A390 - Neutral Neutral Neutral Neutral Neutral Neutral Neutral Penwinnick Rd A390 - Slight Slight Slight Slight Slight Slight Beneficial Slight Southbourne Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Rd A390 Rd - Neutral Neutral Neutral Neutral Neutral Neutral Neutral Holmbush Road A 390 Rd - St Neutral Neutral Neutral Neutral Neutral Neutral Neutral Blazey Alexandra Rd Slight Slight Slight Slight Slight Slight Beneficial Slight - South Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Street Combined South Street Neutral Neutral Neutral Neutral Neutral Neutral Neutral A 391 Rd Significant Moderate Moderate Moderate Moderate Moderate Moderate North Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial A391 Rd - Significant Moderate Moderate Moderate Moderate Moderate Moderate Lockengate Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial A391 Rd - Significant Moderate Moderate Moderate Moderate Moderate Moderate Higher Bugle Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial A391 Rd Significant Moderate Moderate Moderate Moderate Moderate Moderate Carluddon Increase Adverse Adverse Adverse Adverse Adverse Adverse A391 Rd Slight Slight Slight Slight Adverse Slight Slight Adverse Slight Holmbush Increase Adverse Adverse Adverse Adverse Roche Rd Slight Slight Slight Slight Slight Slight Beneficial Slight Reduction Beneficial Beneficial Beneficial Beneficial Beneficial B3374 Significant Moderate Moderate Moderate Moderate Moderate Moderate Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial St Austell Rd Neutral Neutral Neutral Neutral Neutral Neutral Neutral Carclaze Rd Neutral Neutral Neutral Neutral Neutral Neutral Neutral A390 Neutral Neutral Neutral Neutral Neutral Neutral Neutral B3269 Significant Moderate Moderate Moderate Moderate Moderate Moderate Reduction Beneficial Beneficial Beneficial Beneficial Beneficial Beneficial Bodmin hill Slight Slight Slight Slight Adverse Slight Slight Adverse Moderate Rd / B 3268 Increase Adverse Adverse Adverse Adverse Rd A38 Neutral Neutral Neutral Neutral Neutral Neutral Neutral Overall n/a Slight Slight Slight Slight Slight beneficial Slight Assessment beneficial beneficial beneficial beneficial beneficial
Prepared for: Cornwall Council AECOM 51 8. Severance 8.1 Step 1: Screening The new link road will result in a change in traffic patterns affecting roads in the vicinity. In many cases this will be a slight beneficial impact, as explained in the report on social impacts5, with the impact dispersed across the study area. As this will still affect some of the surrounding population, a full DI appraisal is required. 8.2 Step 2: Assessment Step 2a: Impact Area
The overall impact area for severance includes the populations directly surrounding the new scheme as well as the routes previously used. The locations assessed in the social appraisal include the A391 and A3274 and specifically consider the villages of Bugle, Stenalees and Roche as areas impacted by severance. Step 2b: Social groups
As with security, social groups potentially affected include: · Young children, under the age of 16; · Older people aged 65 and over; · People with a disability or long-term illness; and · Households without a car.
5 St Austell to A30 Social Appraisal, 2017.
Prepared for: Cornwall Council AECOM 52 Figure 8-1: Households without a car
Households without access to a car can be seen in Figure 8-1. This shows that the majority of the study area is less likely than the Cornwall average to not have access to a car. However, those living to the north east of the link road fall within the average for Cornwall. Step 2c: Amenities
The amenities in the study area which could be at particular risk of being impacted by severance have been identified in Figure 8-2. The amenities most likely to be affected by the scheme are those located directly adjacent to the proposed road, meaning users of amenities within Roche will be most affected, with amenities here including a school, playgrounds, GP surgeries and a park.
Prepared for: Cornwall Council AECOM 53 Figure 8-2: Amenities within the severance impact area
Prepared for: Cornwall Council AECOM 54 8.3 Step 3: Appraisal Step 3a In step 2 it was identified that older people and children are most likely to be affect by any changes in severance. Figure 4-2 identified a higher population of children in the impact area than the Cornwall average, but no disproportionate concentrations of older people. Those living in villages close to the proposed scheme are most likely be negatively affected by any severance impacts created by the scheme. Existing roads are likely to benefit from the introduction of the link road as it will be expected that fewer vehicles will be using these routes, reducing severance here. There are higher concentrations of individuals with a disability or long-term illness living close to the proposed scheme than the Cornwall average. The scheme could impact upon severance for this group as they may rely on other forms of travel such as walking if they are unable to drive. The route does not run between any population centres and local amenities, limiting the need to cross the scheme to access local amenities. Step 3b Table 8-1 calculates the variables stated above. It notes the majority of all the populations will have a positive change in severance whilst those living close to the B3274, North of Roche will be slightly negatively affected. These changes are most likely to affect the older population in Bugle and Stenalees whilst younger people could be positively affected in Roche area.
Prepared for: Cornwall Council AECOM 55 Table 8-1: Distributional Impacts of the Severance Sub-objective
NO-CAR PEOPLE WITH ALL SOCIAL GROUPS YOUNG PEOPLE OLDER PEOPLE HOUSEHOLDS DISABILITIES
Change in No of people Overall effect [A] [B] [A]*[B] [A] [B] [A]*[B] [A] [B] [A]*[B] [A] [B] [A]*[B] severance [A] affected [B] [A]*[B]
B3274 Public Rights of Way Slight -ve (-1) 1,900 -1,900 -1 110 -110 -1 370 -370 -1 340 -340 -1 230 -230
Slight +ve A391 Public Rights of Way 1,600 +1,600 +1 50 +50 +1 270 +270 +1 380 +380 +1 200 +200 (+1) Slight +ve Roche Village Centre B3274 1,800 +3,600 +1 80 +80 +1 350 +350 +1 330 +330 +1 200 +200 (+1)
Bugle and Stenalees A391 Mod. +ve (+2) 5,000 +10,000 +2 240 +480 +2 770 +1,540 +2 1,220 +2,440 +2 580 +1,160
Prepared for: Cornwall Council AECOM 56 9. Accessibility 9.1 Step 1: Screening The scheme does not provide any benefits or disbenefits regarding accessibility, as existing routes will remain accessible and buses will operate as they do now. As such, no further DI appraisal is required.
Prepared for: Cornwall Council AECOM 57 10. Conclusion and Summary
Step 2 Summary Table 10-1 provides a summary of the findings from step 2 in terms of how the social groups in the identified impact areas for each assessed distributional impact compare to the Cornwall average, as well as the amenities identified to be present within the impact area. Table 10-2 provides a summary of the distributional impacts identified for each of the sub objectives and amenities (Also known as a DI appraisal matrix). The appraisal of distributional impacts has shown the scheme is forecast to have relatively minor impacts on Security, Severance and Accessibility as a whole, and these elements of the scheme would not impact significantly on any particular vulnerable group. Noise and Personal Affordability have an adverse impact; the impact for Noise is spread across the two most deprived income quintiles with the impact for Personal Affordability among the 20-40% and 40- 60% quintiles. Older people and children have been identified as groups most susceptible to noise increases with a higher than average number of children likely to be affected by an adverse noise affect. For the one school identified within the study area (Roche County Primary School) a slight increase in noise level is predicted and therefore a score of slight adverse has been given. The Outline Business Case noise assessment indicated that there is the potential for some properties to qualify for road traffic noise insulation under the terms of the Noise Insulation Regulations. Severance and Security have been assessed and results have shown that the impacts will overall be slightly beneficial for both. It identifies that those groups living immediately near to the proposed road, including concentrations of young people, older people and those with disabilities or long term illnesses have been identified as disbenefitting, however those living on the alternative routes will benefit with few cars and therefore reduced severance. Air Quality and Accidents have been assessed and results have shown that the impacts for them are beneficial. The assessment has shown the transport user benefits from the scheme are overall beneficial and these are spread evenly across the population. It is not considered that there are any overriding reasons for concern in terms of the distribution of Social Impacts resulting from the A30 to St Austell Link scheme.
Prepared for: Cornwall Council AECOM 58 Table 10-1: Step 2 summary
USER CORNWALL SOCIAL GROUP AND AMENITIES INDICATORS NOISE AIR ACCIDENTS SECURITY SEVERANCE AFFORDABILITY BENEFITS QUALITY POPULATION
I 0-20% 13.5% 28.6% 17.5% 13.5% 13.5% n c 20-40% 43.3% 71.4% 50.5% 43.3% 43.3% o m 40-60% 30.1% 0.0% 20.0% 30.1% 30.1% e d i 60-80% 12.6% 0.0% 10.0% 12.6% 12.6% s t 80-100% 0.6% 0.0% 2.5% 0.6% 0.6% Resident r population in the Children (<16) 19.3% 18.6% 18.6% 21.2% 21.2% 18.1% impact area Older People 17.2% 21.9% 16.4% 16.4% 21.7%
People with disability 12.4% 11.4% 11.4% 12.5%
Black Asian and Minority Ethnic 1.9% 1.8%
No Car households 4.6% 7.1%
Indicator population in the impact area 532,273 12,243 67,755 50,000 7,400 7,400 532,273 532,273
School/nurseries ü ü ü ü ü ü
Playgrounds ü ü ü ü ü ü
Amenities present Parks ü ü ü ü within the impact area GP Surgeries ü ü ü
Sport Centres ü ü ü ü ü
Community Centres ü ü ü ü
Prepared for: Cornwall Council AECOM 59 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Table 10-2: Matrix of collated distributional impacts.
DISTRIBUTION IMPACT OF INCOME ARE THE DEPRIVATION IMPACTS KEY IMPACTS – QUALITATIVE STATEMENTS 20- 40- 60- 80- DISTRIBUTED 0-20% 40% 60% 80% 100% EVENLY? The results show that the transport user benefits are distributed across the population that are living in the different income groups. User üü üüü üü ü üü No The second most deprived area (20-40%) sees, in proportional terms, the biggest benefit given the size of the population. All groups Benefits across the study area see a net benefit. The noise DI analysis shows that there are large adverse impacts that are experienced, in noise terms, by the households in the lowest Noise xxx ü - - - No income quintile within the impact area. The second most deprived quintile has a net benefit. For the one school identified within the study area (Roche County Primary School) a slight increase in noise level is predicted. Air Quality PPP PPP P û - (NO2) The results show that the overall impacts on local air quality vary by pollutant, with PM2.5 being more beneficial than NO2. When No assessing the distribution of benefits across the IMD quintiles, residents in the more deprived quintiles experience the greatest benefit. PPP PPP P Air Quality - - The pollutant NO2 affects the population of the study area than PM2.5. (PM2.5) The results show that the affordability disbenefits are spread across the four zones within the IMD quintiles of 0% up to 80%, with the Affordability xx xxx x x üüü No least deprived income group showing a benefit. Proportionally the disbenefits are mainly found in the 20-40% and 40-60% quintiles. From this it is clear to see that the majority of the population experience a net disbenefit. The scheme does not provide any benefits or disbenefits regarding accessibility, as existing routes will remain accessible and buses Accessibility - - - - - Yes will operate as they do now. üüü = Large Beneficial | üü = Moderate Beneficial | ü = Slight Beneficial | xxx = Large Adverse | xx = Moderate Adverse | x = Slight Adverse | - neutral
Prepared for: Cornwall Council AECOM 60 St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Appendix A DfT Comments on OBC Distributional Impact Report, March 2018
St Austell to A30 Link: Feedback on SDI analysis Feedback from the Social & Behavioural Research Team, Department for Transport
Summary: The Outline Business Case for the St Austell to A30 examines the full set of DI indicators and conducts a full DI analysis for all apart from ‘Security’, ‘Severance’ and ‘Accessibility’ Old TAG guidance has been used. (See appendix for comparison between the two approaches.) However, overall, it was comprehensive approach. Main feedback is given below.
STEP 1: SCREENING Full DI analysis conducted for every indicator apart from Security, Severance and Accessibility. Security Evidence in the OBC (Section 5.17.3) suggests that though the number of proposed pedestrians and cyclists will be low not to merit a full DI appraisal but Appendix A suggests that a ‘more friendly environment’ to other cyclists and pedestrians will be created along the old route, as well as on the new route. More detail is not provided in the OBC on the ‘friendly environment’ but in the case this is some investment in infrastructure, this may lead to an increased use of cyclists and pedestrians along the route, and may therefore merit a full DI appraisal. Please consider in the screening whether this would affect the decision to proceed with the analysis of security or not. Severance It is not clear whether a full appraisal is needed. Section 2.8.1 suggests that no further DI appraisal is required as there is a slight beneficial impact. Appendix A suggests that severance should proceed into Step 2. This seems to be inaccurate and should be a No based on the evidence in Section 2.8.1 in the DI document and Section 5.17.13 in the Outline Business Case. Air Quality Appendix A has a “?” instead of a “Yes”
STEP 2/3: ANALYSIS OF THE INDICATORS/FULL DIs Full DI analysis conducted for every indicator apart from Security, Severance and Accessibility. Comments Noise – To complement the income quintile analysis please also consider children and older people as suggested by the guidance. Air Quality – To complement the income quintile analysis please also consider children as suggested by the guidance. Paragraph 5.5.1: The summary in this paragraph does not reflect the summary in Table 5.1, which highlights that the impacts are not evenly distributed (with the bottom income quintiles experiencing most disbenefits and top income quintile experiencing all of the benefits) Table 5.1: - This should include a summary (ticks and crosses) for children and older people (for noise and air quality and accidents) - It should also contain a summary of accidents
OLD WEBTAG Guidance - Because the Old TAG guidance was used, there are certain sections missing. The below is just a couple of major examples and not exhaustive. It would be useful for the contractor to have a look at the new guidance and reflect any changes in their appraisal (see Appendix A for comparison between both versions of TAG). · Example 1 - Analysis, where appropriate, has not been conducted on identification of amenities in the impact areas as described in 1.4.27 of the TAG guidance. · Example 2 - The grading for each group (e.g. children, older people) in the DI appraisal matrix (table 5.1) is missing (pg. 12 of the new TAG A4.2 guidance). Please update.
Prepared for: Cornwall Council St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Appendix: Old TAG vs. New TAG
(a) DI Process (b) Old TAG (c) New TAG Initial screening Step 0 Step 1 Confirmation of the areas affected Step 1 Step 2 Identification of social groups in areas affected Step 2 Step 2 Identification of amenities in impact area NA Step 2 Full screening (including a review of the initial screening) Step 3 NA Undertake core appraisal process (Appraisal of impacts) Step 4 Step 3 Produce SDI-Matrix and Appraisal Summary Table Step 5 Step 3
Prepared for: Cornwall Council St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127 Appendix B – Screening Proforma
aecom.com
Prepared for: Cornwall Council Distributional Impact Appraisal Screening Proforma
Scheme description: The planned scheme consists of a 6.2km single carriageway to the west of Roche, to improve connectivity between the A30 and St Austell. This road would be designed to a 60mph standard, linking to the old A30 west of Victoria. The route also utilises part of the existing B3274 south of Trezaise.
(b) Potential impact (c) Qualitative (d) Proceed to Step 2 (yes / no, Comments positive/negative if Indicator (a) Appraisal output criteria known) Yes - Change in benefits to There will be beneficial impacts, Yes The TUBA user benefit analysis software or an some users in St Austell and in journey times but disbenefits equivalent process has been used in the appraisal; surrounding area in cost and/or the value of user benefits Transport User benefits Economic Efficiency (TEE) table is non-zero. Any change in alignment of transport corridor or any Yes, slightly negative close to Increase in noise close to Yes links with significant changes ( >25% or <-20%) in the scheme scheme. Likely to be decrease vehicle flow, speed or %HDV content. Also note on old routes. Noise comment in TAG Unit A3. There are fewer houses close Yes to the new route compared to the old one, so the immediate Any change in alignment of transport corridor or any impact is reduced. However, links with significant changes in vehicle flow, speed the proposed route is within or %HDV content: 200m of certain vulnerable • Change in 24 hour AADT of 1000 vehicles or more habitats that are sensitive to • Change in 24 hour AADT of HDV of 200 HDV nitrogen deposition. vehicles or more • Change in daily average speed of 10kph or more • Change in peak hour speed of 20kph or more Air quality • Change in road alignment of 5m or more Yes Any change in alignment of transport corridor (or High numbers of collisions in Yes road layout) that may have positive or negative Roche are likely to be reduced safety impacts, or any links with significant changes as traffic is diverted via the new in vehicle flow, speed, %HGV content or any route that has less obstacles significant change (>10%) in the number of such as parked cars. pedestrians, cyclists or motorcyclists using road Accidents network. Yes, positive A more friendly environment to Yes other cyclists and pedestrians Any change in public transport waiting/interchange will be created along the old facilities including pedestrian access expected to Yes, slight positive but on a route, as well as on the new Security affect user perceptions of personal security. small number of users route. The new route will reduce Yes Introduction or removal of barriers to pedestrian severance in the villages of movement, either through changes to road crossing Roche, Bugle, Stenalees. provision, or through introduction of new public transport or road corridors. Any areas with significant changes (>10%) in vehicle flow, speed, Severance %HGV content. Yes, positive Existing routes will remain No Changes in routings or timings of current public accessible and buses will transport services, any changes to public transport operate as they do now. provision, including routing, frequencies, waiting facilities (bus stops / rail stations) and rolling stock, No - the scheme does not or any indirect impacts on accessibility to services provide for any Accessibility Accessibility (e.g. demolition & re-location of a school). benefits or disbenefits By having to travel slightly Yes further, the new route will marginally increase travel costs. In cases where the following charges would occur; Parking charges (including where changes in the allocation of free or reduced fee spaces may occur); Car fuel and non-fuel operating costs (where, for example, rerouting or changes in journey speeds and congestion occur resulting in changes in costs); Road user charges (including discounts and exemptions for different groups of travellers); Public transport fare changes (where, for example premium fares are set on new or existing modes or where multi-modal discounted travel tickets become available due to new ticketing technologies); or Public transport concession availability (where, for example concession arrangements vary as a result of a move in service provision from bus to light rail or heavy rail, where such concession entitlement is Yes, slightly negative, car Affordability not maintained by the local authority[1]). operating costs will change St Austell to A30 Link Road Full Business Case Project number: 60571547 - 0127
Prepared for: Cornwall Council